Power-transmitting device.



No. sum.

(No Model.)

Patented Apr. 9, 190i. ,W. L. JUDSON.

POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.)

II] Sheets--Sheet l.

No. 67|,676. Patented Apr. 9, I90l.

w. aunsou.

POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.) (No llodel.) l0 Shaets-$heet 2.

a mafia. 4 $204225:

No. 671,676. Patented Apr. 9, I90I. W. L. JUDSON.

POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.) (No Model.) l0 Sheets-Sheet 3.

T WMW M' Patented Apr. 9, l9'0l. w. L. JUDSON.

POWER TRANSMITTING DEVICE.

No. 67I,676.

(Application filed Aug. 30, 1900.)

I0 Sheets-Shaet 4.

(No Model.)

[22%22502" l/ziza w. 65/445022.

No. 67!,676. Patented Apr. 9, I90L W. L. JUDSON. POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.;

(No Model.) I!) Shoots-Sheet s.

152M222 W$om5$ rim/43022.

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N0. 67l,676- Patented Apr. 9, I904.

W. L. JUDSON.

POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.)

(No Model.)

l0 Sheets-Sheet -1.

', Bur-=5 No. 67I,676. Patented Apr. 9, I901.

w. L. aunsou. POWER TRANSMITTING DEVICE.

(Application filed Aug. 30,1900.)

l0 Sheets-$heet 8.

(No Iodel.)

No. 67I,676.

Patented Apr. 9, I90l. 1 W. L. JUDSON. POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.)

(No Model.)

No. 67|,676. Patented Apr. 9, [90L w. L. JUDSON.

POWER TRANSMITTING DEVICE.

(Application filed Aug. 30, 1900.) (No Model.) 7i 7 m Sheets-Sheet m.

WnrrooMn L. JUDSON,

PATENT FFi-CE.

OF CHICAGO, ILLINOIS.

POWLER-TRANSM ITTING DEVIE.

SPECIFICATION forming part Of Letters Patent 0. 671,676, dated April 9, 1901.

Application filed August 30, 1900. Serial No..28,515. No model.)

To all whom it may concern.-

Be it known that I, WHITOOMB L. JUDSON, a citizen of the United States, residing at Ohicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Power-Transmitting Devices; and I do hereby declare the following to be a full, clear, and exact description of the invention, such, as will enable others skilled in the art to which it appertains to make and use the same. 7

My present invention relates generally to variable-speed power-transmission mechanism, and is especiallydirected to the improvement of such mechanism, whereby it is adapted to the requirements of automobile and heavy railway transportation service, such as railway-cars, wherein it is desired to transmit a variable speed from a constantly-rnnning motor or power device.

To such ends the invention consists of the novel devices and combinations of devices hereinafter described in defining the'claims.

My present improved mechanism is on the same general line as the devices disclosed in my prior United States applications, Serial No. 735,921, filed November 6, 1899, and Serial No. 13,593, filed April 20, 1900. My said prior devices have been found extremely efficient for many purposes, but in common with other priordevices do not fully meet the require men ts of heavy transportation service.

It is thought that the importance of several of the salient features of mypresent inven-; tion will he more thoroughly appreciated after a consideration of the fol lowing statement.

The power-transmission device illustrated in the drawings and hereinafter described was designed for use ona railway-car employinga one-hu mired-horsepower explosive engine. In my preliminary experiments I found that 'the heavy eccentrics necessarily employed had a great tendency to go out of balance it only two were'employed, as in my prior applications. This objectionable ac- Linn I obviated by the arrangement of the three eccentrics in the mannerhereinafter illustrated and described. I also found that when the device was runningattherequired speed these heavy eccentrics were tnrown outward under the action of centrifugal force with the intense strain of-approximately five thousand pounds. 'Itzwas of course impossible, or at least impractica ble,-by the direct action andpower ofa hand-lever to adjust these eccentrics against the action of centrifugal force exerted'while the device was under motion from the engine.- This difficulty I have overcome in a most satisfactory manner by the provision of a differential gear mechanism, hereinafter described in its preferred form. This difierential gear mechanism is arranged to be controlled at will by means of a hand-lever or operating device, and it operates to cause the power of the eugine to exert itself to adjust the eccentrics, as hereinafter more particularly described.

My present invention also involves various othernoveland important features of construction; but these it is thought will be readily understood without any introductory comments. Y The invention is illustrated in the accompanying drawings, wherein like characters indicate like views.

Figure l is afront elevation of my improved power-transmitting mechanism. Fig. 2 is a transverse vertical section taken on a line 41: m of Fig. 1. Fig. 3 is an enlarged view,"in vertical section, on the irregularline .213 m of Fig. 1. Fig. 4 is a vertical section,-on an enlarged scale, taken on a line .90 of Fig. 1. Fig. 5 is a vertical section corresponding to Fig. 4, but taken on the line of Fig. 1. Fig. 6 is a vertical "section corresponding to parts throughout the several Figs. 4 and 5, but taken on a line :0 m of Fig. 1. Fig. 7 is a view on an enlarged scale with some parts broken away, principally in sections on the line 00 of Fig; 2. Fig. 7 is a view corresponding to Fig; 7, but illustrating difierent positions of the parts.

:0 of Fig. 7. Fig. 8 is a View corresponding to Fig. 8, but showingthe parts in positions corresponding to'Fig. 7*. verse vertical section on the line m m of Fig. 7. Fig. 10 is a transverse vertical section on the line of Fig. 7. Fig. 11 is a transverse vertical section-on the'lineac av of Fig. 7. Fig. 12 is a detail in transverse vertical section,taken on the line 50 a) of. Fig. 1, some Fig. 8' is a horizontal section onthe irregular line m? Fig. 9 is a; trans-' parts being broken'away. Fig. 13 is adetail in transverse vertical section on the line 02 together by a cross-bar coil-springs 13 V workswithin the recess of-the cooperating taken approxirevcrsible clutch removed from the sleeve,

illustrated in Fig. 16. Fig. 18 is atransverse vertical section taken on the line .13 .13 of Fig. 15', andl ig. 19 is a detail taken through the reversible driving-clutch on a line of Fig. 15, some parts being shown in full and others being removed.

The supporting-frame for the mechanism of the present device is preferably constructed as follows, and it involves a novel feature in the nature of a yielding connection'or connections between the bearings for the constantly-running driving-shaft and the intermittent or variable speed driven shaft.

Numeral 1 indicates the hearings in which the constantlyrunning drivinginounted. As shown, the bearings l are tied 2, and they are provided with depending legs 3, of suitable con-; struction, to the lower ends of which recessed bearing-blocks 4 are rigidly secured.

The numeral 5'indicates pedestal-blocks,

shown as secured .to the floor (5 by nutted bolt 7.

The numerals 8 indicate the bearings for the driven shaft 1), These bearings 8 are shown as held in suitable seats of the pedestal-blocks 5 by'means of nutted staples or U- bolts 5), and they are provided with verticallyprojected stems 10, which work telescopically through the lower ends of the bearing-blocks 4. and, as shown, are provided with extensions 11, which work through the upper ends of the said blocks 4 and hold in place heajvy washers 12, that work within the recesses of the said blocks. On each stem 10 isa pair of and 14, the former of which means of block 4 and is compressed between the washer 1 2 and the lower end ofthe said block, while the latter is compressed between the upper portion of the bearing 8 and the lower end of the said block 4. These springs 13 and 14 are of such strength that they serve to quite i-igidlyconnect the bearings '1 and 8, but

nevertheless yield in both directions and constitute cushions, which prevent a pounding action from the eccentrics.

"As shown in the drawings,bearing-heads 15 are loosely mounted on the shaft a just outward of the bearings 1, and these bearingheads 15 are provided with rod extension 16,

the outer ends of which'may be securedin any suitable manner, (not illustrated,) so as to permit slight vertical movements of the g5. shaft a, as permitted bythe yielding action ol'the-frame. y

The constant motion from the engine or Fig. 15 is a.

Fig. 171is a plan.

shaft on ismotor may he assumed to be transmitted to a gear a on a shaft a, and the intermittent or variable speed maybe assumed to be transmitted to a gear on one axle of the car from a gear I) on the shaft 1), which gears a and l) are indicated by dotted lines in Fig. 1 only.

'lhree eccentrics c, mounted for radial adjustments. to and from concentricity with each other and with a constantly running shaft a on lines radiating at one hundred and twenty degrees apart, are driven by the said shaft a. The right-hand eccentric, as viewed in Fig.7, is mounted to move on a face-plate 0, carried by the saidshafta. This, as shown, is accomplished by dovetail flanges c on the said eccentric c, which work in dovetail grooves c in the said face-plate. Likewise the other two eccentrics are provided with dovetail ribs 0 that work' in dovetail grooves '0 cut in the faces of the right-hand and intermediate eccentrics o, as best illustrated in Figs. 7, 9, 10, and 11.

Each eccentric c has an elongated perforation 0, formed on one side with rack-teeth c". The perforations c embrace a long sleeve f, which is loosely mounted on the shaft a and is provided with longitudinally extended gear-teethf, that mesh with the rack-teeth 0 The sleeve f thus constitutes a very wide-faced pinion, by which the eccentrics c are held in any set position and may be moved from their extended positions (indicated in Figs. 4, 5, 6, and 7) into their concentric positions,(indieated in Fig.7.) By reference particularly to Figs. 9 and 10, but also by reference to Figs. 5 and 6, it will be noted that the racks c of the outer or left-hand and of the intermediate eccentrics c extend at an angle of sixty degrees to their dovetail guide-channel c. This is because these two eccentrics are subjected to a resultant movement of the particular 'tric upon which it is in turn mounted to move. As the inner or-right-hand eccentric c is subject only to its own movement, its rack c is extended parallel with its guide-ribs c and the guide-flanges c of the face-plate c, as shown in Figs. t and 11.

The loose pinion-sleeve f is provided at its outwardly extended or left hand end, as viewed in Figs. 7 and 7, with a spur-gear f which cooperates as a sun-gear in the system of sun-and-planet gears which make up the so-call'ed differential gear mechanism.

Keyed 'or otherwise secured on the constantly-running shaft 0. by the side of the gear f is a spur-gear g, having the same pitch-circle and the same number of teeth as the said gear f and which as a cooperating member of the sun-and-planet gear system which makes up the ditferential gear mechanism operates as a sun-gear and-as adriving member of the train. The planet-gears g are located side by side in a series of three, and preferably these are duplicated at diametrically oppositepoints. The said gears g of a given series are "rigidly rim portion of the head secured for common rotations,

. r Loosely mounted on the hub of the head 9 as shown, by. means of long pins 9 driven therethrough, as shown in Fig. 8, and each series of three is loosely mounted on a spindle or short shaft 9 of a shifting cage made up of heads 9 and g the hub portion of the former of whichis loosely mounted for both rotary and sliding movements on the shaft a,.while the latter is likewise loosely mounted on the toothless portion'of the loose sleeve f. The heads 9 and g are properly-spaced apart so as to embrace the planet-gears g, but arerigidly connected by strong spacing bolts or studs g. The movement of' the shifting gear-cage g g toward the right is limited by a stop-collar 9 secured on thesha'ft a, (see Fig. 7,) and the movement of the said cage toward the left is limited by another stop-collar g? on the said shaft a. (See Fig. 7

The intermediate pla11et-gears g have each one more tooth than the outer members. For instance, in my constructed device the outside gears 9 have thirty-two teethand the intermediate gear of each series has thirty-three teeth, but the three gears 9 have the same pitch-circles. This slight variation between the spacing of the teeth of the gears g does not prevent the intermediate gear, as well as the outer gears, from running-well in mesh with the sun-gears f and g. The action resulting from this arrangement of the gears will be given in the descriptionof the operation.

Secured, -as shown, by means of a set-screw g on the hub ofthe head g is a frictionfiange 9 As shown, the outer face of the g is provided with a metal facing g.

between the facing g and the-friction-fiange 9 is a non-rotary friction brake device in the form of a ring 70, which is provided with facings k, of rawhide, wood fiber, or other suitable materiaL- At its sides the ring It has trunnions W, to whichthe extended ends of links .10 are pivoted. The other ends of the links 79 are pivotally connected to the prongs of a shipper-lever k and to a loose collar k on the shaft a, as shown, by means of set-screws 7c. The prongs of the shipperlever is are pivotally fulcrnmed, as shown, on a bolt'7c passed through lugs h of a supporting-bracket 17, which, as shown, is supported from the left-hand depending leg3 of the framework, as best shown in Fig. l.

Bynneans of the shipper-lever is, acting through the non-rotary brake-1'ingk,the shifting cage g g may be moved from the oneposit-ion indicated in Fig. 7 into its other position indicated in Fig 7" The lever 10 hasa spring extension is", which works between ad-- justa-ble stops 18 in the form. of set-screws mounted in lugs 19 of the supporting-bracket 1'7. This spring extension is, acting against the stops 18, serves in either extreme position of the lever to impart sufficient. motion thereto to carry the facings k of the brakering is out of frictional contact with the cooperating friction-surfaces of the shifting cage.

The reversible driving-clutch, which acts upon the driven shaft b, involves a hub b which is keyed or otherwise rigidly secured on the said shaft and is provided with a plurality of wedge engaging surfaces 12 which are cut on chords of the outer cylindrical surface of the hub, and thus form a series of pocket like recesses. In the construction illustrated there are sixseries of these recessed surfaces or pockets located side by side, and each series involves five pockets extending circumferentially of the hub. Of course this number and arrangement of these pockets or bearing-surfaces b may be varied at will.

Mounted loosely on the hub b isaso-called reversing-sleeve b which has pockets or wedge-seats b corresponding in number and arrangement to the pockets or surfaces of the hub b. In each wedge-seat b? of the reversing-sleeve b is a driving-wedge b, the inner surface of which is flat and engages the fiat bearing-surface b ,,which is alined therewith,as bestshown in the enlarged views,Figs.

15 and 19. Loosely mounted on the reversingsleeve 12 is a series of oscillating d ri ring-rings b (sixin the construction illustrat ed,) one of which rings surrounds and directly cooperates with each of the six series of wedges b as'best shown in Fig. 15. As best shown in Fig. 19, the wedges b are reversely curved from their centers toward their ends and are of such dimensions that when in an intermediate position they will be loosely held between the flat bearing-s11 rfaces b and the innor surfaces of the rings 6 but when moved to an extreme position in either direction .theywill under the one direction-of oscillation ofthe rings b be wedged between the said bearing-surfaces b of the hnbb and the inner surfaces of the'said rings as presently more fullyillustrated. The uncut and longitudinally-extended portions of the reversing-sleeve b and the ends of the wedges b are respectively formed with spring-seats b and b, in which coiled springs b are mounted. The springs li are thus arranged in pairs to act upon the wedges b", as best shown in Fig. 1f).

The rings b are held in operative positions against lateral displacement by a collar or flange b" on the sleeve b and by a retaining headb which, as shown, is fixed on shaft 1; by a set-screw I). The wedges Z) of themselves lock the reversing-sleeve I)" against lontoo gitudinal orsliding movements on the hub b but permit the same the necessary osci llatory movementthereon required to reverse the driving action of the clutch. sleeve 1) is permitted the necessary rotary movement on the shaft I), but is held against sliding movement, as shown in Fig. 18, by'

set-screws b in said sleeve, which workihn' grooves b'" in said shaft b,

The reversin '5 j rod 12. is a pair of flanged stop-collars p,

the inner ends of which work in ar 2. v aslprovided with a hand-wheel'n, by means 1 To oscillate the reversing-sleeve b a slida'ble head m is mounted to rotate with but to slide upon shaft 1), as shown, by means of a'key 'ml'. This head m at its right-hand end, as viewed in -Fig. 15', telescopes over an extended hub portion b ofthe reversing-sleeve b and is provided with cam pins or projec tions'm, as shown, in the form of set-screws, cam-grooves b of the said huh I).

The movement-of the head m from the one extreme position (indicated in Fig. 15) intoits other extreme position toward the left causes the cam-pins m acting on the cam-grooves b, to'impart such rotation-to the reversing sleeve 12 as is necessaryto reverse the ac-.

tion of the clutch. The slidable head m is formed with a rack m, the teeth of which are endless-that is, they run completely around the said head in parallel planes: -A small pinionn meshes with the teeth, of the rack 'mhandjthis pinion is rigidly secured on a rod n'g-that is bracket 7 and in a bearing 21on the. frame- At its npper end-therod n is shown.

of 'whichitmay he turned..

Spaced apart but rigidly secured on the that embracethe free end of one of the links k,

and thus serve to preventrotation of the nonthe position indicated in'Fig. 8. .j

rotary brake-ring It -as bestshown in Figs. 1, 8, 8,and 14.

- Rigid on the rod m, between the collars p,

is a fiattened hnl) p, which prevents the said V .rod from beingturned when the parts are in the position indicated in Fig. 8', but permits the same tobe turned when the parts are in Thisconstruction isimportant and will be further considered in thefdescription of the operation.

,Wbrkihg' each eccentric c are two eccen-- m s rs at aving extended arms 1",that

' are pivotallyconnected-each to an ofiset or projected lug 7",--with,which each driving ring' b" is provided. The eccentricrstraps are thus arranged to work in pairs,-and the exytended arms of each. pair are connected to .the lugs 7" on opposite sidesof the clutch, so

5'' the other is making its return stroke.

' tions indicatedinthat while one'is making an operative stroke Operation: We will first consider the op= eration of themechanism tries are projected or thrown into their eccentric positions (indicated in Fig. 1,4, 5, 6, and '7) and the clutch devices areset in the .posi-- the arrowmarked on-Figs. 4 and 7,'although-, as a matter of fact, with the clutch mechanism set in a given .position the shaft b will be driven .in a determined direction regardless of the direction in which the shaft 0. is driven. When the head m is moved to its extreme position toward the right, asviewed in Fig. 15, the reversing-sleeve b will be given mounted in bearings 20 of the.

when the eccen' Figs. 1, 15, 16, and 19, and 'we will assume "that the constantly-running' shaft is running in the direction indicated by a relative movement on the huh I) in the direction' indicated by the arrow marked on one 1 ofthe wedges in- Fig. 19 and the alternate springs, bl will be compressed, thereby lightly loosen up the wedges by-driving them backward, so that the said rings freely move without retarding the movement of the shaft 1) and hub b. The work of driving the shaft 17 and movement of the-driving-ring b? will simply forcing the wedges b intothe positions indi-' hub b is taken u'p-in succession by the six drivmg-ring'sb", so that a continuous and even driving action is kept np, the particular ring which at a given instant is moving at the highest rate of speed and in the proper direc tion being the one which at that time is do ing the work. T'o reverse the action. of the means of the hand-wheel n, rod n, andpinion a movedtowa'rd the left as far as permitted b'y-the slots b" of the reversing-sleeve 'hu'b 12 Under this movementthe'cam-pins m, acting on the cam-slots b rotate the reveising-sleeveb backward, and thereby-force the driving wedges 1b to the o posite ends of the wedge engaging surfaces 'This being done, the huh I) and shaft/b will be driven in a reverse direction from that indicated by the arrows marked on' Figs. 7and 19. When. theslidabl'ehead mis moved into an intermediate-position, so as to bring the cam-pins "m to the central portions of the cam-slots b the"drivin g-wedges b will be held in intermediate and operative positions. 4 We will now consider the action of the socalled differential gear mechanism which controls ther eccentries. "When. the eccentrics are set in any position and the gear-shifting cage is left free for rotation, as shown in Fig. 7, for instance, the shaft a and the, sun-and-planet-gears f, g, and g will be locked together, so that the pinion-toothed sleeve f f"; will rotate'as if keyed to the shaft a. Thisaction is due to the-fact that the sun-gears and g have the same diameter, while the panet-gears y (although varying. innumber of' teeth) have pitch-circlesof the same diameter, so that the the difierential gear mechanism.

Now 'suppose the eccentr cs tobe extended or pro-'- toward the left, or into the positionindicated in Fig. 7, and then drawing one face In of driving-clutch, the slidable head -m is-hy' 8 of the huh I). 1

the said cage will rotate with leverages afforded m the driving'an'd to the reacting forces are-equalized inthe gears of cage head 9 and the rotary the brake-ring 70 against the friction-flange g of the hub of the said cage. By this Frictional engagement the rotary movement of the cage, which is in the same direction as that of the shaft a, is retarded or held back, and motion must then be transmitted through the differential plant-at-gears g. positioned asindicatedin Fig. 7" a movement of the shaft (1, representing thi rty-three teeth of the pinion g, will move the thirty-three and the thirty-two toothed planet-gears g one complete rotation; but the thirty-two-toothed gearg which at thistime-engages the pinionf of the pinion-toothed sleeveff' will move the said pinion f but thirty-two teeth inadvance, while the said pinion g and shaft a are given a movementrepresentedby thirty-three teeth. Hence it is evident that under these conditions the eecentric-actuatihg pinion f of the sleevefis given a relative backward movement with respect to the movements of the shaft at indicated by the arrows marked on Figs. 7, 7 4, 5, and 6. This retarded move men t, which has the efiect of a backward movement, will cause the pinionf to draw the eccentrics inward or toward concentricity. In Fig. 7 the eccentrics are shown as moved to their zero orinoperative positions, in which they are concentric with each other and with the axis of the shaft a. To extend the eccentrics or to throw them into eccentric positions, the lever 70 and the shifting gear-cage g 9 are moved into the position indicated in Fig. 7., and the right-hand facing 70' of the brakering it is by the lever 7c pressed into frictional engagement with the facing g of the flange.

movement of the said cage is again retarded or held back, so that motion is transmitted through the differential planet-gears g. In the positiouindicated in Fig. 7, however, it is the thirty-two? toothed pinions 9 that receive motion from the driving-pinions g and the thirty-threetoothed pinions g which transmit themotion to the gearf of the toothed sleeveff, so that under these conditions the eccentric-moving tions.

pinion f is given a relatively fast or advance movement with respect to the shaft a. This ad- Vance movement of course operates reversely from the retarded movement or relative backwardmovement of the pinion f under the action previously described for drawing eccentrics inward, and hence in this case serves to extend the said eccentrics or to throw them outward from their zero or concentric posi- It has already been pointed out that the shipper-lever it upon being released will under the action of its spring k be automatically moved into positions which will render the brake-ring k inoperative on the gear-cage g 9 so that the said cage will be left free to turn with the constantlyrunning drivingshaft a. It will also be remembered that when the'rotary movement of the said gear-cage is not retarded the differential gear mechanism will serve to lockthe eccentrics in whatever positions they may be set on the said shaft a.

With the gears 3y reference to Figs. 8 and 8 it. will be seen that the slop p on the t-llltmlrrevcrsing rod a is released from the end 01' the strap it with which it cooperates only in the positions of the parts indicated in Fig. 8.

The arrangement of the three eccentrics for radial movements on lines one hundred and twenty degrees apart maintains the balance of the eccentrics throughout all of their ad- 'j usl lnents.

The invention above specifically described, and illustrated in the drawings, is of course capable of many modifications not herein mentioned within the scope of my invention.

, What I claim, and desire to secure by Letters Patent of the United States, is as follows:

1. In a power-transmitting mechanism, the combination withadrivinganda driven member, of one or more adjustable eccentrics carried by said driving member, aclutch receiving motion from said eccentrics and imparting the same to said driven member, a differential gear mechanism for adjusting said eccentrics, and means for controlling the said differential gear mechanism'at will, substantially as described.

2. In a power-transmittingmechanism, the combination with adrivingand a driven member, of one or more adjustable eccentrics carried by said driving member, a clutch receiving motion from said eccentrics and impart- .ing the same to said driven member, and a differential gear mechanism for adj nstingthe said eccentrics, comprising a slidable rotary gear cage, a pair of sun-gears, one of which is carried by the driving member and the other of which is loose thereon, differential planet-gears mounted on said gear-cage and interchangeably en gageable with the said sungears, under the sliding movements of said cage, anda brake device for retarding the rotary movements of said gear-cage, to render the difierential action of the gears effective to adjust the th row of said eccentrics, substantially as described. i

3. In a power-transmitting device, the combination with one or more radially-adjustable eccentrics, a driver therefor and parts driven thereby, of a difierential gear mechanism for adjusting the throw of said eccentrics, and means for rendering the said differential gear mechanism operative at will, substantially as described.

4. In a power-transmitting mechanism, the combination with one or more radially-adj ustable eccentrics, a driver therefor and parts driven thereby, of a differential gear mechanism-for adjusting said eccentrics, comprising sun and planet gears, a rotary slidable cage carrying the said planet-gears, and a brake or friction device for retarding the rotary movements of said cage, substantially as described.

i 5. 'With a power-transmitting mechanism, the combination with a driving shaft or member of one or more eccentrics driven thereby and radially adjustable thereon, said eccen- 5 l saideccentrics,comprisingapairof sun-gears trics having internal rack-teeth, and a different'ial gear mechanism for adjusting said eccentrics, comprising a pair of sun-gears, one secured to and the other loose on said drivingshaft, said loose gear having a sleeve withcage,,two of said planet-gears having the same 1 number of teeth, and athird a different number of teeth,- but all having the same pitchcircle, means for shifting said cage with the said planet-gears, and a brake device for retarding the rotary movements of said cage, substantially as described.

6. With a power-transmltting mechanism,

. the combination with a driving shaft or member,"'of one or more eccentrics driven thereby and'radially adjustable thereon, said eccentrics having internal rack-teeth, and a difierential gear mechanism for adjusting one securedto and the other loose on said. driving-shaft, said loose sun-gear having a sleeve with'gear-teeth that mesh with the rack-teeth of. said eccentrics, a gear-cage mounted for rotary and sliding movements onsaid driving-shaft, difierential planet-gears, mounted on said cage, rigidly connected in a series of three and interchangeably engagable with the sun-gears, under the sliding ,7

driven members of a reversible clutch on the movements of 'said gear-cage, a non-rotary I brake-ring working between friction flanges or surfaees'of said gear-cage, and a controlscribed.

ler for shifting said brake ring and gear,- cage, said parts operating substantially as de- 7. In a power-transmittin g mechanism, the combination with a driving shaft or member,

of-one or more eccentrics adjustably mounted,

thereon, devices actuated by said eccentrics,

a diiferentialgear mechanism for adjusting said eccentrics involving a rotary part which when retarded, actuates said difierential gear mechanismto adjust said eccentrics, a brake movable in either of two directions to retard the movement of the said rotary actuating member, a lever with connections to said I brake, and-a. spring applied to throw the said lever into an inoperative position to releasesaid brake, when the said lever is rais'ed,'substantially as described. V

8. The combination. with a driving-shaft and a driven shaft, of aclutch-on'said driven shaft, three eccentrics mounted on-saiddriving-shaft and radially' adjustable on lines diverging at an angle of one hundred and twenty degrees, said eccentrics having internal rack-teeth, and a'wide-faced pinion loosely mounted on said 'driving-shaft and meshing with the rack-teeth of the said three eccentrics, and a hand-controlled power device oprating to vary the speed of rotation of said pinion with respect to that part of said driving-shaft, and thereby adjust the eccentrics, substantially as described.

9. In a power-transmitting device, the combination with a driving and driven member,

a and reciprocating parts for transmitting motion from the former to the latter, of a frame-' work connecting the said driving and driven members, having a yielding intermediate section which cushions the pounding action of the reciprocating devices, substantially as described.

10. In a power-transmitting device,'the combination with a driving and driven. member,

of. eccentrics and a clutch'device through which the former member'drives the latter, a framework connecting said driving and driven members, having a yielding section located between the bearings for the said mem* bers, to cushion the pounding action of the,

said eccentrics, substant ally as described.

11. The combination with driving and driven member, eccentrics on the driving member, connections for operating the said clutch, a lever and lever-controlled mechanism for controlling the adjustments of said eccentrics, a rotary shaft and connections 'for reversing the action of said clutch, astop on thesaid shaft, and a cooperative stop connected to and movable by said lever, which stops coeperate to permit the clutch to be re WHITCOMB L. Jonson. Witnesses ORIN STANFORD, HILMA J OHNSON. 

